Steel-car construction.



W. R. MCKEEN, JR.

STEEL CAR CONSTRUCTION.

APPLICAHON HLE NOV. 9. 1909.

i, 1 89,1 4:8. Patented June 27, 1916.

YSHE S-SHEET I.

v 5 H G I I m] IF" IF WITNESSES. INVENTOR ISHEETS-HEET 2.

Patented June 27,

W. R. MCKEEN, JR.

STEEL CAR CONSTRUCTION.

APPLICATION FILED NOV. 9. i909.

V INVENTOR WITNESSES.

. R. McKEEN, JR.

STEEL CAR CONSTRUCTION.

APPLlCATION men NOV. 9, 1909.

- Patented June 27, 1916.

TSHEETS-SHEET 3- INVEIVTUR WITNESSES:

llll. 11 J 1 EH ,u Mm w 1 s u n W x n w m w w fl k M a fl a M u n u M n n M v u u n u u n Ta F L-a .IH rIl lllllllllllll f Ill] F l I I ll I W. R. McKEEN, JR.

STEEL CA'R CONSTRUCHON APPLICATION FILED NOV. 9. 1909.

1 1 89, l 48. Patented June 27, 1914.

W. R. I (:KEEN, L.

STEEL CAR CONSTRUCTION.

APPUCATION HLED NOV. 9, 1909.

Patented M1102", 1916.

YSHEETS-SHEET 7.

lA/VEi/TQR more/ke s.

liters.

I... wt-o WILLIAM R. MCKEEN, 33., F OMAHA, NEBRASKA, ASSIGITOR TO MGKEEN MQTQR UAR. COMPANY, OF OMAHA, NEBRASKA, A CORPORATION 016 NEW JERSEY.

STEEL-CAR, CONSTRUCTION.

Application filedliovembcr 9, 1909.

To all whom it? may concern:

Be itlmown that l, lVILLIAM R. lvlclinnn, J12. a citizen of the United States, residing at Omaha, in the county of Douglas and State'o't Nebraska, have invented certain new and useful Improvements in Steel-Car Construction, ot which the following is a toll. clear, and exact description, such as will enable others skilled in the art to which it appertains to make and usethe same.

This invention relates to the construction of steel cars, and with regard to the more specific features thereof to tconstruction of steel passenger cars.

One of the objects thereof is to provide a light, rigid car body of simple and inex pensive construction.

Another object is to provide a car of the above nature formed to permit the ready entry and exit of passengers without loss of strength or stiffness in the frame.

Another object is .0 provide a car of the nature last described having a maximum seating capacity.

Another object, is to provide a practical lightweight steel car having a low air resistance, and formed and constituted to reist all normal or abnormal stresses incident to its use.

Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly consists in the features of construction, combinations of elements and arrangement of parts which will be exemplified in the construction hereinafter forth, and the o? the appli cation oi which will be indicated in the following claims.

in the accom inying drawings, wherein is shown one of various possible embodiments of this invention,

Figure 1 is a plan of the floor frame there of; Fig. an elevation the body framework; Fi 3 is a similar iew snowing in detail the end construe of he body frame; Fig. l is a sectimiai view showing; the method o? connecting a post or upright to the sill: 5 an end view showing in detail the upper side plate; Fig. (3 is a plan of the roof training at one end of ti -e car; Fig. 7 is a plan of a portion or the central floor framing ot the car; Fig. 8 is a sectional view taken along the l' a of Fig. "I; Fig. i) is a detail elevation a portion ot the central framing of the c Fig. 1G is Specification of Letters Patent.

Patented June at, 319163.

Serial No. 526,986.

a sectional view taken along the line of Fig. 9; Fig. 11 is a sectional view taken along the line 22 of Fig. 1; Fig. 12 is a sectional view taken along the line a-a of Fig. 7; Fig. 13 is a central transverse section showing details of an entrance; Fig. 14 is an end view of a portion of an end of the car; Fig. 15 is a sectional view taken along the line of Fig. lat; and Fig. 18 is a detail plan of the end door framing of the car.

Similar reference characters refer to similar parts throughout the several views of the drawings.

In order to render clearer certain features of this invention, it may be here noted that in the large passenger trafiic of many railroads it is found conducive to economy and efficiency of service to provide ca 'rying units of a maximum capacity rather than a larger number of smaller cars. In the construction or cars, there are limits placed upon the dimensions, the width and height being limited by track conditions, and the necessity for preserving stability with a standard track, and the length being limited by curves and other considerations. In the common end construction of passenger cars, however, the platforms are not only a source of weakness but. consume space and reduce the carrying capacity of the car. at may also he noted that the heaviest shocks to which ilway rolling stock is subjected either in in anal use, as in coupling, or abnormal, as in the case of a collision, are generally directed lengt of the car. The provision of a. or shall not only be peculiarly adap i. sist sh chs of this nature, but v given external di nsions, s maximum seating capacity as Ti t l. as strength. and sti fitness, is the i aims of this invention. 3

Referring now to drawings, th 1 which rest their in a rigid inte .,ral cured thereto.

within recesses casting 3 and are so- This casting comprises the double body bolster 4-, bracing 5, and a pe: ripheral portion 6 which forms in effect a continuation of the side sill, curving about the end of the car.

It is to be understood tiallv Disposed between the side"sihs l T2 1,189, 1&8

from end to end of the car Referring now to Fig. 8, which shows the of heavy Lheani center sills 7 floor fran'ling in cross-section at the point each side of the king bolts 8 and at which the lower surface of the angle side the casting at'f). sill is substantially in the same plane with r are each provided with a do the lower surface of the Lbeam center sills d pea-{ion I] i), these portions being sub- 7, the heavy cross-braces 21, which are of i opposite as indicated in the drawchannel cross 'ection, rest upon the lower ach olfthcse depressedportionsconh inwardly turned flanges of the side sills. tantially horizontal central por- The ends of braces 24: are so recessed, as at h side of which uprights or 25, as to receive-the upright flanges of the secured. A pair of horizontal. side sills with the outer surfaces ol both from each of these pairs or" members substantially flush. At their inadjacent center sill and these ner ends the braces 24: are out in such inannected one with another by nor to permit their webs to fit between 15 Also secured to each of the upthe flanges of the I-beaui centersills and so 2 a e lo gitua'hnal members 15 sub abut against the same at 2G, the flanges oi ';tci 111 plan with the dethe braces a so abutting against the flanges of the side sill and connectof the center sills, at 27. The I-banns 7 with the upper undepressed are connected one with another in alinemeut as a further brace and with the braces Q-l by a web 98 stiffened by iener in the tlQPl'QSSlll portions of the suitable angle plates, and beneath the ined "1"l2llll3l frame ineinl'iers there proner ends of braces 2d, .I-heams 7, and web 7 cross-team 16 best shown in 528 is stretched a suitable plate or g1 et 29.

the drawings, waich of angle llesci with their-bases against this plate h the center and projectingpartially under the center a e its ends within the angle sills arc a'pair of queen-posts :30 adapted to brace provided with a receive and rest upon suitable truss-rods.

1? tor a purpose herein- Suitable gussets 31 are provided as shown in Fig. 7 of the drawings, and angle plates 32 are provided at points at which the vaed struts or braces rious inenibe abut in order to dili'use the being oppositelv directed at stresses more erenly.

"1e car and disposed as a Consider ng, now. the superstructure 0t -hone malformation the car, it is to be noted that the sill por- )l to tl braces which tious l the end castings are formed to pro- 1 0 ride recesses 33 within which are fitted and secured the posts or uprights ill. These posts are offset at their lower ends. as indi- "in the cente sills 7 .o the cross-braces catcd at in Figs 3 and 4 of the drawings,

fusing to the side sills and thence for the car. and are in general continued up 7; entire car frame all shocks lllll'lOSOll and :Hcllcll across the car to form rool' ribs 171 the center sills in use, and contribute 36. The two posts or uprights ill at oppor to the stillness oi the car. I site sides ol the ear and the intervening 'oss-braces or needle beams are providel rool support, may be made in one integral T as indicated in Fig. ll ol the draw pier-er or they may be made in pairs each extending from the side sills to the adcomprising one upright and a section ol nt (enter sills, the upper surl'acos ol' the arching root support, and united at so members being substantially level one their mceliu; ends. 5 with another at this point, and the center 'lhe upper side plate ll? is formed to efisills are eonnceld as by the M and tend continuously about the upper portion at a point in alinemcul with these ol the car. b ing curved or inclined up- Additional transverse supports or wardll' at the ends to form a plate register- )caz'ers 5!) re or may be extended 'lroul ing in plan with the end sill of the car. llxr sills '4' to the side sills l, as indilending in radial relation to this plate. are

1, and ll These cross bearroolribs lit; and fl!) which converge toward oral I ol a o-lairon or l, "filllll)( ll, the end root ribs ill) and are secured to a, "a, with tnc main web staudcommon gusset or plate M). The central rib and the flange horizontally, ll extends substantially lo the. center of the being bent upwardly to rest upon plate 237 at the end ol the car in horizontal lower llm e of the center sill T, and upon torm and the ribs and lil are continued inward projecting llangrc i the outer (low-l 'Jardly to form end posts 44- aud ohllwn in Fig. 10 angle plates be- The entire plate has stamped or olherwise also riveted to the sills and the e; l'ormed therein the recesses ll) within whim r to secure the parts together. the seycnl ribs and posts lit, in order that lhose several. inclined struts aid matein order to provide a smooth outer surface 105 glosses cui ly in isition and pro salon... outer surface for the car.

i noted at this point that inasthe sills and plate curve about no car, the portion at the side of at the end, and harp line of demarcation, onunon type, bctwcenside or sid plates and end raison the terms side are used throughout, :cd,in a generic sense, 2* plate member or a sill of whether it is posie oi the car or the end of rule a it an l. -s into that the entire sheathin or midi uio providnd still in be noted at on, r

b i plate and sill, substantially plan one w h another and corresponding portions of :u; car, i is presented to the s he'ei e'l'ore noted, an. arched wal'lznown, is of great oreorer, ilcars of into violent contact not only through the I tl1i.. to .he superstructin-c, king but is lctia y unbroken platthe train length. over from car to car, n permitting the nain practically in i whether the ca braces oi the end 'd greatly to the o the capacity oi? the stresses. said radial no such through lines. posts and of the plate affords adearrativcly upon the superor curved track.

, cars telesco 'iir j in collision.

though In the ordinary use of cars of this nature,

their end doors 47 formed between the cenv inclined braces 54 extending from the sill to the plate. Upon the lower horizontal portion of the member 1% is formed a short platform 55 from which the stairs 56 lead upwardly to the car floor, a trap door .37 being provided if desired.

As seen in Fig. of the drawings, a. heavy inclined brace 58 extends from each horizontal member 13 to the corresponding upright 12. These braces, with the men:- bcrs which theyconnect, form rigid trianglcs, which in conjunction with the associated members, give a trussed formation possessing strength and stillness in a high degree.

In the use of the car, the method by which the stresses are handled has already been outlined, but it may be noted and emphasized that the aim in view is to so relate all. oil. the members that any shock or other stress, whether occurring in normal use or in collision will be diffused throughout the entire structure so that all parts may bear their proportion thereof and thus gain a maximum strength with a minimum of material. The end shocks which, as above noted, are the most severe, are met by the arcl ed sill and transmitted not only directly to the heavy I side sills which are sul.:-stanti ally iimveakened by the inclined depressed portions, but also through the I-hcarn center sills and thence spread throughout the structure 1 I the crossbraces and diagonal bLaccs, the latter acting as con pressive elc nts, thus utilizing their IlLfiXl. in strength. The shocks are transn'iittcd to the :pper structure not only by the posts or studssecurely fixed to the sills, but directly through the plate at its curved ends and are thus b 1e by the car as a whole. The round' nds not only present arches to resist end oclrs, but reduce air resistance and substantially eliminate the chance of the The side ontrances permit convenient passage to and an the car without weakening the same or unduly mnsuining floor space, and the end entranc s permit passage throughout the train without the weak and cuniberson ie platform construction now in general use In J curved end, I mean that the end joins the sides in a regular curve, and is without sharp bend or angle at any point. In practice, the end is preferably of semieircula r form, but in any event is without angles or short bends ol any kind. In this respect it ditl'ersv from the car shown and described in my ilormer Patent No. SOSQH, dated January lit. 1905, the extreme end of which was perpendicular to the longitudinal axis of the car.

The entire car is preferably built of structural steel, shapes of well known cross-section being in general employed, thus reducing the cost of construction and gaining the lightness and stiffness which members of this character have been proved possess from broad practical. use in other relations.

It will thus be seen that there is provided a car in which the objects of this invention are achieved and the advantages herein noted 0 aregaincd.

As many changes could be made in the above construction and many apparently widely different mnbodiments of this invention could be madewithout departing from the scope thereof, it is intended that all matter rontained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

it is also to be understood that the language used in the following claims is intondedto cover all of the generic and specific features of the invention herein described and all statements of the scope of the invention which. as a matter of language, might be said to fall therebetween.

-Ha,ving described my invention, what I claim as new and desire to secure by Letters Patent is:

1. in steel car construction, in combination, an upper side plate upwardly inclined toward the end ol the car, and a plurality of radiating: root members extending downwardly toward and secured to said. plate.

'2. In steel car construction, in combination. an upper side plate npwardlv inclined toward the end ol' the car. and a plurality of rool members curved toward and secured to said side plate, said root members being inclined toward one anothe and connectml one with anolhcr at their converging cndsQ 21. in steel car construction. in combination. an upper side plate horizontal througln out substantially the length of the car and inclined upwardly at its ends. and a pluralit at rool members extending downwardiv loward and secured to said side plattx said rool' members being secured in diverging! relation toward the inclined portion of said plate.

4. in steel car construction. in rombination, an upper side plate horizontal throng'hout substantially the length ot the car, and eurw-l upwardly across the ends of the car;

and a'root member at each end of the car eX- tending horizontally to a point directly above the highe t point of said plate, and thence turned downward and joined to said plate.

In steel ear construction, in combination, an upper side plate curved about the end of the car and upwardly inclined toward the end, and a plurality of root members diverging toward and secured to the curved portion of said plate. v

6. In steel car construction, in combine. tion, an upper side plate horizontal throughout substantially the length of the car and inclined upwardlyat each end and. curved about the ends of the car, and a plurality of root members secured to said plate, said root members being disposed to diverge one from another toward their points of connection with said plate.'

7. In steel car construction, in combination, a metallic upper side plate bent to form recesses; and metallic roof members fitted within said recesses.

8. In steel car construction, in conibination, an upper side plate having portions olt'set to form recesses and root members fitted within said reces 9. In steel car construction, in combination, a metallic upper side plate bentto form recesses; and metallic upright side frame members resting Within said recesses.

10. In steel car construction, in combination, a car sill bent to form recesses, and. upright side frame members fitted within said recesses. I

11. In steel car construction, in c0mbination, a metallic upper side plate and sill, each bent to form recesses substantially registering one with another; and metallic upright side members fitted within said re- (USERS- 12. In steel :ar construction, in combination, a metallic upper side plate and sill, each bent to form recesses substantially reg istering one with another; and metallic upright side members fitted within said recesses, said side members being continued above said sill to form roof ribs for the car.

1;"). in steel car construction, in combination, a sill curved around the end of car,

and an 11 31381 side plate inclined u Wardl and curved to substantially register plan with said sill.

14-. In steel car construction, in combina tion, a sill curved about the end of the car, an upper side plate curved upwardly the end and curved to substantially register in plan with said sill, and uprights connecting said curved portions of said Sill and said side plate one with another.

15. in car construction, in combination, a metallic sill curved about the end of ,the car; a metallic upper side plate curved upwardly the end, and curved to substantially register in plan with said sill; and metallic uprights connecting said curved portions of said sill and said side plate one with another, said uprights resting within recesses formed in said sill and said side plate.

16. In steel car construction, in combination, a metallic upper side plate formed to provide recesses, and upwardly inclined toward the end of the car; and a plurality of metallic roof members extending to said side plate and fitted within said recesses.

17. In steel car construction, in combination, a metallic upper side plate curved about the end of the car and bent to form recesses; and a plurality of metallic roof members extending to said side plate and fitted within said recesses.

18. In steel car construction, in combination, a sill formed to provide recesses, an upper side plate upwardly inclined at a point above said sill and formed to provide recesses, upright side frame members connecting said side plate with said sill and resting in said recesses, and a plurality of root members extending to the inclined portion of said side plate and fitted Within the recesses therein.

19. In steel our construction, in combination, a sill curved about the end of the car, an upper side plate inclined upwardly and curved to substantially register in plan with said sill, uprights connecting said sill and said side plate one With another, and root members extending to said inclinedrportion of said side plate.

20. In steel our construction, in combination, a sill cur (mi about the end of the car, an upper side plate inclined upwardly and curved to substantially register in plan with said sill. uprights connecting said sill and said side plate one with another, and root members extending to said inclined portion of said plate, said sill and said plate being formed to provide recesses within which said uprights and said root members rest.

21. A steel car frame having evenly curved ends, and a root uniformly curved throughout lo meetthe. side walls and ends, said root being in the torm of a segment of a cylinder. and the mid-portion thereoi extending in a continuous horizontal line 'l'roni one extremity to the other.

ft sl'ccl car t'raine formed to provide evenly curved ends; a root uniformly curved throughout to meet said ends, said root having a cylindrical surface throughout with respect to a horizontal axis; and a door-fran'ie in the end of and strengthen ing said car frame.

A steel car frame comprising a sill and a side-plate, each carried about the car and fashioned to produce uniformly curved ends; door-frames extending between the sill and side-plate at each end of the car,

registering depressed portions, a center sill,

a cross member extending from said center sill to each of said depressed portions and formed to provide a substantially horizontal portion at its lower ends, a pair of uprights mounted upon each of said depressed portions, and horizontal braces extending inardly toward said center sill from each of said uprights.

26. In steel car construction, in combinaa center sill of greater depth than said side sill, a cross member from said center sill to said side sill substantially at a point at which the lower surface of said side sill is level with the lower surface of said center sill, and a cross member extending between said sills at a point at Which the uppfer surface of said side sill is substantially level with the upper surface of said center sill.

27. In steel car' construction, in combination, a side sill having a depressed portion, a pair of uprights extending from said depressed portion of said side sill, a center sill, horizontal members extending from. said center sill to said uprights, and inclined braces extending from said center sill to said horizontal members.

28. In steel car construction, in combination, a pair of side sills having substantially registeringdepressed portions, a pair of uprights extending from each of said depressed portions, a pair of center sills, a pair of horizontal members extending from said center sills to each of the corresponding pairs of uprights, and inclined braces extending from said center sillsto each of saidihlorizom ial members. i l

2!). in steel car construction, in combination, a pair of side sills having substantially registering depressed portions, a pair. of uprights extending from each of said de 'iressed portions, :1 pair of center sills, a pair'ot tion, a side sill having an inclined portion,

horizontal members extendin from said ecntcr sills to each of the corresponding pairs of uprights. incli nod braces extending from said center sills to each of said horizontal members, and a brace extending fromeach center sill to said depressed portions of said side sills.

80. In steel car construction, in combination, a pair of side sills having substantially registering depressed portions, a pair of uprights extending froin each of said depressed portions, a pair or center sills a pair of horizontal members extending from said center sills to each of the corresponding pairs of uprights, inclined braces extending; from said center sills to each ofcsaid horizontal members, lraces extend ing from 0: ch of said center sills to the depressed portion of the corresponding side sills, and stairs leading from said depressed portions into the car.

31. In steel car construction, in combination, a pair of side sills ha ring substantially registering" depressed portions; a pair of center sills adapted to receive the thrust and draft stresses; and inclined bracing members of general herringbone arrangement extending from the center sills to the sills.

32. In steel car construction, in coinbina tion, a pair of side sills ha ving substantially registering depressed portions; center sills extending longitudinally of the car, and adapted to receive the thrust and draft stresses; and inclined bracing members of general herringbone arrangement extending from the center sills to the side sills, and inclined in reverse directions at opposite ends of the car.

33. In steel car construction, in C Hlbl11ntion, a pair of side sills having substantially registering depressed portions; center sills extending longitudinally of the car, and adapted to receive the thrust and draft stresses; inclined bracing members of substantially herringbone arrangement extend-- ing from the center sills to the side sills; and a. east end frame to which said center and side sills are secured.

fit. in steel car construction, in conibinm tion, a pair or side sills having substantially registering depressed portions; center sills exteuding longitudinally of the car, and adapted to receive the thrust and draft n bracing nienT-licrs being reveiscly inclin opposite ends or the car; and a c: frame to which said center and side secured.

in steel car construction, in tion, a pair of side sills; a pair oi Y substantially parallel inclined brz inc; troni eaclf'ceuter sill to the ad ent i sill; and a east end frame to which saic enter sills and said si le sills are secured,

36. .ln steel car construction, in corn ion. a side sill provided with a nation, a center sill, a pair of innights ex ending' from said depressed portion l side sill, a pair of horizontal ineinl tending: from said center sill r said uprights, a pair of inclined bra .r tending from said horizontal members un- Will'tlll' to said uprights. and a iair ol 5 clined braces extending); from said center respectivelv to said horizontal meinners.

37. In steel car construction, in coinbinzr tion, a side sill provided with depressed portion, a center sill, a. pair of uprights extending" from said depri sed porti i side sill, a pair of limizontal ineinbors tending i i-or said center sill respc said u rights, a pair of inclined .tentlii j from said horizontal. nieinbc i'ardly to said uprights, a pair of inc braces extending; from said center sill respectivelv to said horizontal i'neinhers and a brace extending d m'n\vardl ter sill. to said depressed port side sill.

in testimony whereof I aiiir;

in the pr-isci'ice Oi two Wit" lVlLLlfklrl it.

lVitness FRANK J. Jinrrnn,

Ti". DEAN Bon'ron. 

